CN115593205A - Vehicle power transmission system and vehicle power system - Google Patents
Vehicle power transmission system and vehicle power system Download PDFInfo
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- CN115593205A CN115593205A CN202211244426.2A CN202211244426A CN115593205A CN 115593205 A CN115593205 A CN 115593205A CN 202211244426 A CN202211244426 A CN 202211244426A CN 115593205 A CN115593205 A CN 115593205A
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 127
- 230000007246 mechanism Effects 0.000 claims abstract description 61
- 238000009434 installation Methods 0.000 claims description 7
- 238000010586 diagram Methods 0.000 description 4
- 238000005265 energy consumption Methods 0.000 description 2
- 238000010276 construction Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
- B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/91—Electric vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Gear Transmission (AREA)
- Arrangement Of Transmissions (AREA)
- Motor Power Transmission Devices (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a vehicle power transmission system and a vehicle power system, wherein the vehicle power transmission system comprises two motor output shafts, two power output shafts and two transmission mechanisms which are respectively and correspondingly connected between the two motor output shafts and the two power output shafts, each transmission mechanism comprises a motor output gear, a power output gear and an intermediate transmission gear structure, the motor output gear is arranged on the motor output shafts, and the power output gear is arranged on the power output shafts; the intermediate transmission gear structure is in transmission connection with the motor output gear and the power output gear; two of the power take-off shafts extend in a first direction, wherein: in the first direction, the projections of the output shafts of the two motors are at least partially arranged in a staggered and overlapped mode; and/or the projections of the two transmission mechanisms are at least partially staggered and overlapped. The invention aims to solve the problem that the conventional vehicle power system is large in volume and weight.
Description
RELATED APPLICATIONS
The present application claims priority from the chinese patent application entitled "a vehicle powertrain and an automotive powertrain" filed on 21/02/2022 at the chinese patent office under the application serial No. 202210159507.6, the entire contents of which are incorporated herein by reference.
Technical Field
The invention relates to the technical field of automobiles, in particular to a vehicle power transmission system and a vehicle power system.
Background
At present, with the development of new energy vehicle industry, electric vehicles have become a development trend. The performance of an electric vehicle is receiving more and more attention, and is limited by the technical development of motors, when a single motor is required to reach high power, the volume and the weight are increased greatly, which limits the development of a high-performance electric vehicle, meanwhile, under the background that consumers are concerned about the performance more and more, the demand of power configuration such as vector control and differential lock is increased increasingly, and most of the existing transmission systems adopt the single motor for control, so in order to ensure that the transmission system can realize the functions of differential, differential lock, vector control and the like, additional mechanical mechanisms (such as a speed reducing mechanism, a differential mechanism, a vector adjusting mechanism and the like) need to be arranged in the transmission system, and thus, the volume and the weight of the transmission system are increased, and the energy consumption of the vehicle is increased.
Disclosure of Invention
The invention mainly aims to provide a vehicle power transmission system and a vehicle power system, and aims to solve the problem that the conventional vehicle power system is large in size.
In order to achieve the above purpose, the vehicle power transmission system provided by the present invention comprises two motor output shafts, two power output shafts and two transmission mechanisms respectively and correspondingly connected between the two motor output shafts and the two power output shafts, wherein each transmission mechanism comprises a motor output gear, a power output gear and an intermediate transmission gear structure, the motor output gear is arranged on the motor output shafts, and the power output gear is arranged on the power output shafts; the intermediate transmission gear structure is in transmission connection with the motor output gear and the power output gear; two power output shaft all extends the setting along first direction, wherein:
in the first direction, the projections of the two motor output shafts are at least partially staggered and overlapped; and/or the presence of a gas in the gas,
the projections of the two transmission mechanisms are at least partially arranged in a staggered and overlapped mode.
Optionally, the two output shafts of the motor are arranged oppositely and coaxially along a first direction;
the two intermediate transmission gear structures are at least partially overlapped, each intermediate transmission gear structure comprises an intermediate shaft, an intermediate input gear and an intermediate output gear, and the intermediate input gear and the intermediate output gear synchronously rotate through the intermediate shafts; the two intermediate shafts are arranged in parallel with the two motor output shafts; at least part of the projection of the intermediate shaft is overlapped in the direction from the motor output shaft to the power output shaft, and the projection parts of the two intermediate input gears are overlapped in the extension direction of the intermediate shaft, wherein the intermediate input gear and the intermediate output gear of one of the transmission mechanisms are positioned on the same side in the first direction, and the intermediate input gear and the intermediate output gear of the other transmission mechanism are positioned on the same side in the first direction.
Optionally, the intermediate input gear and the intermediate output gear of one of the transmissions are defined as a first intermediate input gear and a first intermediate output gear, and the intermediate input gear and the intermediate output gear of the other of the transmissions are defined as a second intermediate input gear and a second intermediate output gear, wherein:
in the first direction, the first intermediate input gear, the first intermediate output gear, the second intermediate output gear and the second intermediate input gear are sequentially arranged at intervals; or,
in the first direction, the first intermediate input gear, the first intermediate output gear, the second intermediate input gear and the second intermediate output gear are sequentially arranged at intervals.
Optionally, the two output shafts of the motor are opposite to each other along a first direction and are arranged in a different shaft manner;
the intermediate input gear and the intermediate output gear of one of the transmissions are defined as a first intermediate input gear and a first intermediate output gear, and the intermediate input gear and the intermediate output gear of the other of the transmissions are defined as a second intermediate input gear and a second intermediate output gear, wherein:
in the first direction, the first intermediate output gear, the first intermediate input gear, the second intermediate input gear and the second intermediate output gear are arranged at intervals in sequence; or,
in the first direction, the first intermediate output gear, the first intermediate input gear, the second intermediate output gear and the second intermediate input gear are sequentially arranged at intervals.
Optionally, the two output shafts of the motor are arranged oppositely and coaxially along a first direction;
the two intermediate transmission gear structures are at least partially overlapped, each intermediate transmission gear structure comprises an intermediate shaft, an intermediate input gear and an intermediate output gear, the intermediate input gear and the intermediate output gear synchronously rotate through the intermediate shafts, the two intermediate shafts are all arranged in parallel with the motor output shaft, at least part of projections of the intermediate shafts are overlapped in the direction from the motor output shaft to the power output shaft, the projections of the two intermediate input gears are partially overlapped in the extending direction of the intermediate shafts, and the intermediate input gear of one transmission mechanism and the intermediate output gear of the other transmission mechanism are positioned on the same side in the first direction.
Optionally, the intermediate shaft is a split structure, a first portion of the intermediate shaft is integrally formed with the intermediate input gear, a second portion of the intermediate shaft is integrally formed with the intermediate output gear, and the first portion of the intermediate shaft and the second portion of the intermediate shaft are connected by a spline.
Optionally, the two motor output shafts are arranged oppositely and coaxially along a first direction; the two intermediate transmission gear structures are at least partially overlapped, each intermediate transmission gear structure comprises an intermediate shaft, an intermediate input gear and an intermediate output gear, the intermediate input gear and the intermediate output gear synchronously rotate through the intermediate shafts, the two intermediate shafts are coaxially nested, the two intermediate shafts are defined as a first intermediate shaft and a second intermediate shaft respectively, the first intermediate shaft is provided with a through hole, the second intermediate shaft penetrates through the through hole, the two intermediate input gears are defined as a first intermediate input gear and a second intermediate input gear, the two intermediate output gears are a first intermediate output gear and a second intermediate output gear, the first intermediate input gear and the first intermediate output gear are synchronously connected through the first intermediate shaft in a transmission mode, and the second intermediate input gear and the second intermediate output gear are synchronously connected through the second intermediate shaft in a transmission mode.
Optionally, wherein the first intermediate input gear and the first intermediate output gear are located between the second intermediate input gear and the second intermediate output gear, a needle bearing is provided between the first intermediate shaft and the second intermediate shaft, a first thrust bearing is provided between the first intermediate input gear and the second intermediate shaft or the second intermediate output gear, and a second thrust bearing is provided between the first intermediate output gear and the second intermediate shaft or the second intermediate input gear.
Optionally, wherein the first intermediate input gear and the first intermediate output gear are located on the same side of the second intermediate shaft in a first direction, the second intermediate output gear and the second intermediate input gear are located on the other side of the second intermediate shaft in the first direction, a first thrust bearing is provided between the first intermediate input gear and the second intermediate shaft, a second thrust bearing is provided between the first intermediate output gear and the second intermediate shaft or a second thrust bearing is provided between the second intermediate output gear and the second intermediate shaft.
Optionally, the two motor output shafts are arranged perpendicular to the first direction, the two motor output shafts are located on the same side of the two transmission mechanisms, along the first direction, the two intermediate shafts and the two power output shafts are located between the motor output shafts, the two intermediate shafts are arranged in parallel in the first direction, the axes of the two power output shafts are arranged coaxially, and the two power output gears are arranged oppositely.
Optionally, the vehicle power transmission system further comprises a housing;
at least one drive mechanism includes at least a set of suit structure, suit structure includes supporting part, suit bearing and drive gear, drive gear is in at least one in motor output gear, power output gear, middle output gear and the middle input gear, drive gear has the installation cavity, at least part the suit bearing is located in the installation cavity, drive gear passes through the suit bearing support in the supporting part, the supporting part be the bulge of casing or the supporting part with casing fixed connection.
Optionally, one of the at least two output shafts of the motor, the two output shafts of the power generator and one of the two intermediate shafts are arranged oppositely and coaxially, the end gear at least located at one of the coaxially arranged shafts is provided with a first mounting cavity, the transmission system comprises a first bearing, at least part of the first bearing is located in the first mounting cavity, and the end of the other coaxially arranged shaft is supported by the first bearing.
Further, the present invention is a vehicle power system including:
the vehicle power transmission system comprises two motor output shafts, two power output shafts and two transmission mechanisms which are respectively and correspondingly connected between the two motor output shafts and the two power output shafts, wherein each transmission mechanism comprises a motor output gear, a power output gear and an intermediate transmission gear structure, the motor output gear is arranged on the motor output shafts, and the power output gear is arranged on the power output shafts; the intermediate transmission gear structure is in transmission connection with the motor output gear and the power output gear; two power take off all extends the setting along first direction, wherein: in the first direction, the projections of the two motor output shafts are at least partially arranged in a staggered and overlapped mode, and/or the projections of the two transmission mechanisms are at least partially arranged in a staggered and overlapped mode; and the number of the first and second groups,
the driving motor is connected with the motor output shaft or the motor output shaft is the output shaft of the driving motor.
In the technical scheme of the invention, the vehicle power transmission system comprises two motor output shafts, two power output shafts and two transmission mechanisms which are respectively and correspondingly connected between the two motor output shafts and the two power output shafts, so that the two driving motors respectively provide power without influence, and when the differential function or the vector control is required to be realized, only the output rotating speeds of the two driving motors are required to be adjusted, thereby realizing the differential function or the vector control; meanwhile, in the first direction, the projections of the output shafts of the two motors are at least partially arranged in a staggered and overlapped mode, and the projections of the two transmission mechanisms are at least partially arranged in a staggered and overlapped mode. The size of the vehicle power system can be further reduced by the arrangement, so that the vehicle power system is smaller in size and more compact in structure.
Drawings
In order to more clearly illustrate the embodiments or technical solutions of the present invention, the drawings used in the embodiments or technical solutions of the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the structures shown in the drawings without creative efforts.
FIG. 1 is a schematic block diagram illustrating one embodiment of a vehicle powertrain system provided by the present invention;
FIG. 2 is a cross-sectional schematic view of the vehicle powertrain of FIG. 1;
FIG. 3 is a schematic end view of the vehicle powertrain of FIG. 2 showing a meshing relationship;
FIG. 4 is a schematic block diagram of another embodiment of a vehicle powertrain provided by the present invention;
FIG. 5 is a schematic block diagram of another embodiment of a vehicle powertrain provided by the present invention;
FIG. 6 is a cross-sectional schematic view of the vehicle powertrain of FIG. 4;
FIG. 7 is a schematic illustration of a schematic representation of yet another embodiment of a vehicle powertrain system provided by the present invention;
FIG. 8 is a schematic block diagram illustrating yet another embodiment of a vehicle powertrain system provided by the present invention;
FIG. 9 is a schematic illustration of a schematic representation of another embodiment of a vehicle powertrain system provided by the present invention;
FIG. 10 is a schematic illustration of another embodiment of a vehicle powertrain system provided by the present invention;
FIG. 11 is a schematic illustration of another embodiment of a vehicle powertrain according to the present invention;
FIG. 12 is a schematic view of the structure of FIG. 11;
FIG. 13 is a schematic illustration of another embodiment of a vehicle powertrain system provided by the present invention;
FIG. 14 is a schematic view of the structure of FIG. 13;
FIG. 15 is a schematic illustration of another embodiment of a vehicle powertrain according to the present invention;
FIG. 16 is a schematic view of the structure of FIG. 15;
FIG. 17 is a schematic illustration of another embodiment of a vehicle powertrain according to the present invention;
fig. 18 is a schematic view of the structure of fig. 17.
The reference numbers indicate:
| reference numerals | Name(s) | Reference numerals | Name(s) |
| 100 | Vehicle power system | 21 | Intermediate input gear |
| 1 | |
211 | First |
| 11 | |
212 | Second |
| 12 | Second driving motor | 22 | |
| 10 | |
221 | First |
| 20 | |
222 | Second |
| 30 | |
31 | |
| 14 | |
201 | First |
| 41 | |
202 | Second |
| 42 | First bearing | 61 | Needle roller bearing |
| 43 | Thrust bearing | 311 | First |
| 51 | |
312 | Second |
| 52 | Second bearing | 301 | First |
| 53 | Supporting |
302 | Second |
| 141 | First |
142 | Second motor output gear |
The implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be obtained by a person skilled in the art without inventive step based on the embodiments of the present invention, are within the scope of protection of the present invention.
It should be noted that, if directional indications (such as up, down, left, right, front, back, 8230; etc.) are involved in the embodiment of the present invention, the directional indications are only used for explaining the relative positional relationship between the components, the motion situation, etc. in a specific posture (as shown in the figure), and if the specific posture is changed, the directional indications are correspondingly changed.
In addition, if there is a description of "first", "second", etc. in an embodiment of the present invention, the description of "first", "second", etc. is for descriptive purposes only and is not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In addition, the meaning of "and/or" appearing throughout includes three juxtapositions, exemplified by "A and/or B" including either A or B or both A and B. In addition, technical solutions between various embodiments may be combined with each other, but must be realized by a person skilled in the art, and when the technical solutions are contradictory or cannot be realized, such a combination should not be considered to exist, and is not within the protection scope of the present invention.
At present, with the development of new energy vehicle industry, electric vehicles have become a development trend. The performance of the electric vehicle is receiving more and more attention, and is limited by the technical development of the motor, when the current single motor is to reach high power, the volume and the weight are increased greatly, which limits the development of the high-performance electric vehicle, meanwhile, under the background that consumers are paying more and more attention to the performance, the demand of power configuration such as vector control and differential lock is increased day by day, the existing transmission system is controlled by adopting the single motor, therefore, in order to ensure that the transmission system can realize the functions such as differential, differential lock and vector control, additional mechanical mechanisms (such as a speed reducing mechanism, a differential mechanism and a vector adjusting mechanism) need to be arranged in the transmission system, and thus, the volume and the weight of the transmission system are increased, and the energy consumption is increased.
In view of the above, the present disclosure provides a vehicle power system, and fig. 1 to 18 are some embodiments of the vehicle power system provided by the present disclosure, which will be mainly described below with reference to the specific drawings.
Referring to fig. 1 to 3, a vehicle power system 100 includes a vehicle power transmission system and a driving motor 1, where the driving motor 1 is connected to a motor output shaft 10 of the power transmission system or the motor output shaft 10 of the power transmission system is an output shaft of the driving motor. The vehicle power transmission system comprises two motor output shafts 10, two power output shafts 30 and two transmission mechanisms respectively and correspondingly connected between the two motor output shafts 10 and the two power output shafts 30, each transmission mechanism comprises a motor output gear 14, a power output gear 31 and an intermediate transmission gear structure, the motor output gear 14 is arranged on the motor output shaft 10, and the power output gear 14 is arranged on the power output shaft 30; the intermediate transmission gear structure is in transmission connection with the motor output gear 14 and the power output gear 31; the two power output shafts 30 extend along a first direction, and the projections of the two motor output shafts 10 are at least partially staggered and overlapped in the first direction; and/or the projections of the two transmission mechanisms are at least partially staggered and overlapped.
In the technical scheme of the invention, the vehicle power transmission system comprises two motor output shafts 10, two power output shafts 30 and two transmission mechanisms respectively and correspondingly connected between the two motor output shafts 10 and the two power output shafts 30, so that the two driving motors 1 respectively provide power without influence, and when a differential function or vector control needs to be realized, only the output rotating speeds of the two driving motors 1 need to be adjusted, so that the differential function or vector control is realized; meanwhile, the two power output shafts 30 extend along a first direction, in the first direction, the projections of the two motor output shafts 10 are at least partially arranged in a staggered and overlapped mode, and the projections of the two transmission mechanisms are at least partially arranged in a staggered and overlapped mode, so that the size of the vehicle power system 100 can be further reduced, the size of the vehicle power system 100 is smaller, and the structure is more compact.
It should be noted that, in the present application, the driving forces of the two driving motors 1 are output through the two motor output shafts 10, the two motor output gears 14 respectively rotate synchronously with the two motor output shafts 10, the two motor output gears 14 are engaged with the two intermediate input gears 21, the two intermediate output gears 22 respectively rotate synchronously with the two intermediate input gears 21 through the two intermediate shafts 20, the two intermediate output gears 22 are respectively engaged with the two power output gears 31, the two power output shafts 30 are rotated synchronously with the power output gears 31, the two power output shafts 31 are respectively connected to external loads of the vehicle in a driving manner, and the external loads of the vehicle are left wheels and right wheels of the vehicle.
In the present embodiment, one of the drive motors 1 transmits power to one of the transmission mechanisms, one of the transmission mechanisms transmits power to one of the power take-off shafts 30, and one of the power take-off shafts 30 transmits power to the left wheel of the vehicle; the other driving motor 1 transmits power to the other transmission mechanism, the other transmission mechanism transmits power to the other power output shaft 30, and the other power output shaft 30 transmits power to the right wheel of the vehicle, wherein the power transmission processes on the two sides are independent, so that the differential control, the differential lock function and the vector control can be realized simultaneously through the structure; therefore, the vehicle power system 100 can realize differential control, differential lock function and vector control without additionally arranging a speed reducing mechanism, a differential mechanism and a vector control mechanism, thereby reducing the overall volume and weight of the vehicle power system 100, leading the structure to be more compact and improving the overall power density.
When the vehicle runs stably, the rotating speeds of the two driving motors 1 are the same, so that the rotating speeds transmitted to the left wheel and the right wheel of the vehicle are the same, and the vehicle can run stably and linearly; when the vehicle needs to turn, in order to avoid wheel slip, the rotation speeds of the left and right wheels need to be controlled to be different, and at the moment, the rotation speed of the corresponding driving motor 1 only needs to be controlled according to the rotation direction of the vehicle, so that the differential function and the vector control function can be realized.
For convenience of description, in the present invention, two driving motors 1 are defined as a first driving motor 11 and a second driving motor 12, two countershafts 20 are defined as a first countershaft 201 and a second countershaft 202, two motor output shafts 10 are defined as a first motor output shaft 101 and a second motor output shaft 102, two motor output gears 14 are defined as a first motor output gear 141 and a second motor output gear 142, two intermediate input gears 21 are defined as a first intermediate input gear 211 and a second intermediate input gear 212, two intermediate output gears 22 are defined as a first intermediate output gear 221 and a second intermediate output gear 222, two power output shafts 30 are defined as a first power output shaft 301 and a second power output shaft 302, and two power output gears 31 are defined as a first power output gear 311 and a second power output gear 312, wherein the first driving motor 1 is the same power transmission chain and the second driving motor is the same power transmission chain.
Referring to fig. 1 to 6, in order to reduce the volume of the two transmission mechanisms, the two output shafts 14 of the motor are arranged oppositely and coaxially along a first direction; the intermediate transmission gear structures are at least partially overlapped. Specifically, the intermediate transmission gear structure comprises an intermediate shaft 20, an intermediate input gear 21 and an intermediate output gear 22, the intermediate input gear 21 and the intermediate output gear 22 rotate synchronously through the intermediate shaft 20, and both the intermediate shafts 20 are arranged in parallel with the motor output shaft 14; in the direction from the motor output shaft 10 to the power output shaft 30, as shown in fig. 2, at least part of the projections of the intermediate shafts 20 are arranged in an overlapping manner, along the extending direction of the intermediate shafts 20; as shown in fig. 3, the projected portions of the two intermediate input gears 21 are arranged to overlap; in one embodiment, as shown in fig. 2, a first portion of the intermediate shaft is integrally formed with the intermediate input gear 21, a second portion of the intermediate shaft is integrally formed with the intermediate output gear 22, and the first portion of the intermediate shaft and the second portion of the intermediate shaft are splined. Of course, the intermediate input gear may be of unitary construction with the intermediate shaft and the intermediate shaft output gear. The intermediate input gear and the intermediate output gear of one of the transmission mechanisms are located on the same side in the first direction, and the intermediate input gear and the intermediate output gear of the other transmission mechanism are located on the same side in the first direction. Further, as shown in fig. 1 and 2, the first intermediate input gear 211 and the first intermediate output gear 221 of the first transmission mechanism are located on the left side of the first direction, and the second intermediate input gear 212 and the second intermediate output gear 222 of the second transmission mechanism are located on the right side of the first direction; in this way, the first transmission mechanism and the second transmission mechanism are symmetrically arranged, which not only facilitates the stability of the system, but also reduces the volume of the vehicle power system 100 to a certain extent.
Further, the arrangement of the first intermediate input gear 211, the first intermediate output gear 221, the second intermediate input gear 212, and the second intermediate output gear 222 is not limited, and may be adjusted according to different vehicle models or actual conditions as long as transmission is achieved.
Specifically, in an embodiment, referring to fig. 11, two motor output shafts 14 are arranged oppositely and coaxially along a first direction, and in the first direction, the first intermediate input gear 211, the first intermediate output gear 221, the second intermediate output gear 222, and the second intermediate input gear 212 are sequentially arranged at intervals; in further contrast, referring to fig. 12, the first intermediate input gear 211 is drivingly connected below the first motor output gear 141, the first intermediate output gear 221 is drivingly connected with the first intermediate input gear 211 through the first intermediate shaft 201, and the first power output gear 311 is drivingly connected below the first intermediate output gear 221; the second intermediate input gear is in driving connection with the second motor output gear 142 above, the second intermediate output gear 222 is in driving connection with the second intermediate input gear 212 through the second intermediate shaft 202, and the second power output gear 312 is in driving connection with the second intermediate input gear 212 below.
In another embodiment, referring to fig. 13, two motor output shafts 14 are arranged coaxially and oppositely along a first direction, and in the first direction, the first intermediate input gear 211, the first intermediate output gear 221, the second intermediate input gear 212 and the second intermediate output gear 222 are sequentially arranged at intervals; further, referring to fig. 14, the first intermediate input gear 211 is drivingly connected below the first motor output gear 141, the first intermediate output gear 221 is drivingly connected with the first intermediate input gear 211 through the first intermediate shaft 201, and the first power output gear 311 is drivingly connected below the first intermediate output gear 221; the second intermediate input gear is in driving connection with the second motor output gear 142 above, the second intermediate output gear 222 is in driving connection with the second intermediate input gear 212 through the second intermediate shaft 202, and the second power output gear 312 is in driving connection with the second intermediate input gear 212 below.
In another embodiment, referring to fig. 15, two motor output shafts 14 are opposite to each other along a first direction and are arranged coaxially, and in the first direction, the first intermediate output gear 221, the first intermediate input gear 211, the second intermediate input gear 212 and the second intermediate output gear 222 are arranged at intervals in sequence; further, referring to fig. 16, the first intermediate input gear 211 is drivingly connected below the first motor output gear 141, the first intermediate output gear 221 is drivingly connected with the first intermediate input gear 211 through the first intermediate shaft 201, and the first power output gear 311 is drivingly connected below the first intermediate output gear 221; the second intermediate input gear is in driving connection with the second motor output gear 142 above, the second intermediate output gear 222 is in driving connection with the second intermediate input gear 212 through the second intermediate shaft 202, and the second power output gear 312 is in driving connection with the second intermediate input gear 212 below.
In another embodiment, referring to fig. 17, two of the motor output shafts 14 are opposite and arranged in a different axis along a first direction, and in the first direction, the first intermediate output gear 221, the first intermediate input gear 211, the second intermediate output gear 222 and the second intermediate input gear 212 are arranged at intervals in sequence; further, referring to fig. 18, said first intermediate input gear 211 is drivingly connected below said first motor output gear 141, said first intermediate output gear 221 is drivingly connected with said first intermediate input gear 211 through said first intermediate shaft 201, and said first power output gear 311 is drivingly connected below said first intermediate output gear 221; the second intermediate input gear is drivingly connected to the second motor output gear 142, the second intermediate output gear 222 is drivingly connected to the second intermediate input gear 212 via the second intermediate shaft 202, and the second power output gear 312 is drivingly connected to the second intermediate input gear 212 below.
Referring to fig. 4, 5 and 6, two of the motor output shafts 14 are arranged coaxially and oppositely along a first direction; the intermediate transmission gear structures are at least partially overlapped. Specifically, the intermediate transmission gear structure comprises an intermediate shaft 20, an intermediate input gear 21 and an intermediate output gear 22, the intermediate input gear 21 and the intermediate output gear 22 rotate synchronously through the intermediate shaft 20, and both the intermediate shafts 20 are arranged in parallel with the motor output shaft 14; as shown in fig. 5, in the direction from the motor output shaft 10 to the power output shaft 30, at least part of the projections of the intermediate shafts 20 are arranged in an overlapping manner; as shown in fig. 3, along the extending direction of the intermediate shaft 20, the projected parts of the two intermediate input gears are arranged in an overlapping manner; the intermediate shaft is of a split structure, the first part of the intermediate shaft and the intermediate input gear are integrally formed, the second part of the intermediate shaft and the intermediate output gear are integrally formed, and the first part of the intermediate shaft and the second part of the intermediate shaft are connected through splines. The intermediate input gear of one of the transmission mechanisms and the intermediate output gear of the other transmission mechanism are located on the same side in the first direction. As shown in fig. 4, 5, and 6, the first intermediate input gear of the first transmission mechanism and the second intermediate output gear of the second transmission mechanism are located on the left side in the first direction, and the first intermediate output gear of the second transmission mechanism and the second intermediate input gear of the second transmission mechanism are located on the right side in the first direction.
Referring to fig. 8 and 9, two output shafts 10 of the motor are arranged oppositely and coaxially along a first direction; the intermediate transmission gear structures are at least partially overlapped. Specifically, the two intermediate shafts are coaxially nested, the extending direction of the two power output shafts 30 is defined as a first direction, the extending direction of the motor output shaft 10 is the same as the first direction, and the two motor output shafts 10 are opposite and coaxially arranged; in the direction from the motor output shaft 10 to the power output shaft 30, the first intermediate shaft 201 has a through hole, the second intermediate shaft 202 passes through the through hole, and defines two intermediate input gears, namely a first intermediate input gear 211 and a second intermediate input gear 212, and two intermediate output gears, namely a first intermediate output gear 221 and a second intermediate output gear 222, wherein the first intermediate input gear 211 and the first intermediate output gear 221 are in synchronous transmission connection through the first intermediate shaft 201, and the second intermediate input gear 212 and the second intermediate output gear 222 are in transmission connection through the second intermediate shaft 202. In this embodiment, the second intermediate shaft 202 penetrates the first intermediate shaft 201, that is, the first intermediate shaft 201 and the second intermediate shaft 202 are coaxially embedded, so as to further reduce the axial distance of the transmission mechanism, thereby reducing the volume of the vehicle power system 100 and making the structure more compact.
Referring to fig. 8, the first intermediate input gear 211 and the first intermediate output gear 221 are located between the second intermediate input gear 212 and the second intermediate output gear 222, and it should be noted that in this embodiment, since the rotation speed between the first intermediate shaft 201 and the second intermediate shaft 202 is relatively low, and the performance requirement for the bearing is also relatively low, the bearing may be a needle bearing or a thrust bearing, so that the weight of the vehicle power system 100 can be reduced to a certain extent. Specifically, in one embodiment, the first intermediate shaft 201 and the second intermediate shaft 201 have a needle bearing 61 therebetween, and the first intermediate input gear 211 and the second intermediate shaft 202 are provided with a first thrust bearing 63; in another embodiment, a needle bearing 61 is provided between the first intermediate shaft 201 and the second intermediate shaft 201, a first thrust bearing 63 is provided between the second intermediate output gear 222 and the second intermediate shaft 202, in yet another embodiment, the first intermediate output gear 221 and the second intermediate shaft 202, and in yet another embodiment, a second thrust bearing 64 is provided between the second intermediate input gear 212 and the second intermediate shaft 202.
Referring to fig. 9, wherein the first intermediate input gear 211 and the first intermediate output gear 221 are located on the same side of the second intermediate shaft 202 in the first direction, i.e., on the left side in the drawing, the second intermediate output gear 222 and the second intermediate input gear 212 are located on the other side of the second intermediate shaft 202 in the first direction, i.e., on the right side in the drawing, the first intermediate shaft 201 and the second intermediate shaft 201 have a needle bearing 61 therebetween, the first intermediate input gear 211 and the second intermediate shaft 202 have a first thrust bearing 63 therebetween, and the first intermediate output gear 221 and the second intermediate shaft 202 have a second thrust bearing 64 therebetween.
Referring to fig. 7, two motor output shafts 10 are arranged perpendicular to the first direction, the two motor output shafts 10 are located on the same side of the two transmission mechanisms, along the first direction, two intermediate shafts 20 and two power output shafts 30 are located between the motor output shafts 10, the two intermediate shafts 20 are arranged in parallel in the first direction, the axes of the two power output shafts 30 are arranged coaxially, and the two power output gears 31 are arranged oppositely.
Referring to fig. 1, 2, 4 and 6, at least one of the transmission mechanisms includes at least one set of sleeving structure, the sleeving structure includes a supporting portion 53, a sleeving bearing 52 and a transmission gear, the transmission gear is at least one of the motor output gear 14, the power output gear 31, the intermediate output gear 22 and the intermediate input gear 21, the transmission gear has a second installation cavity 51, at least a portion of the sleeving bearing 52 is located in the second installation cavity 51, the transmission gear is supported on the supporting portion 53 through the sleeving bearing 52, and the supporting portion 53 is a protruding portion of the housing or is fixedly connected with the housing.
Referring to fig. 10, at least one of the two motor output shafts, the two power output shafts and the two intermediate shafts is arranged oppositely and coaxially, the end gear at least positioned on one of the coaxially arranged shafts is provided with a first mounting cavity 41, the transmission system comprises a first bearing 42, at least part of the first bearing 42 is positioned in the first mounting cavity 41, and the end of the other coaxially arranged shaft is supported by the first bearing.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention, and all modifications and equivalents of the present invention, which are made by the contents of the present specification and the accompanying drawings, or directly/indirectly applied to other related technical fields, are included in the scope of the present invention.
Claims (13)
1. A vehicle power transmission system is characterized by comprising two motor output shafts, two power output shafts and two transmission mechanisms which are respectively and correspondingly connected between the two motor output shafts and the two power output shafts, wherein each transmission mechanism comprises a motor output gear, a power output gear and an intermediate transmission gear structure; the intermediate transmission gear structure is in transmission connection with the motor output gear and the power output gear; two power output shaft all extends the setting along first direction, wherein:
in a first direction, the projections of the two motor output shafts are at least partially staggered and overlapped; and/or the presence of a gas in the gas,
the projections of the two transmission mechanisms are at least partially arranged in a staggered and overlapped mode.
2. The vehicle driveline of claim 1, wherein the two motor output shafts are disposed opposite and coaxial in a first direction;
the two intermediate transmission gear structures are at least partially overlapped, each intermediate transmission gear structure comprises an intermediate shaft, an intermediate input gear and an intermediate output gear, and the intermediate input gear and the intermediate output gear synchronously rotate through the intermediate shafts; the two intermediate shafts are arranged in parallel with the two motor output shafts; at least part of the projection of the intermediate shaft is overlapped in the direction from the motor output shaft to the power output shaft, and the projection parts of the two intermediate input gears are overlapped in the extension direction of the intermediate shaft, wherein the intermediate input gear and the intermediate output gear of one of the transmission mechanisms are positioned on the same side in the first direction, and the intermediate input gear and the intermediate output gear of the other transmission mechanism are positioned on the same side in the first direction.
3. A vehicle driveline as recited in claim 2, wherein said intermediate input gear and said intermediate output gear of one of said transmissions are defined as a first intermediate input gear and a first intermediate output gear, and said intermediate input gear and said intermediate output gear of the other of said transmissions are defined as a second intermediate input gear and a second intermediate output gear, wherein:
in the first direction, the first intermediate input gear, the first intermediate output gear, the second intermediate output gear and the second intermediate input gear are sequentially arranged at intervals; or,
in the first direction, the first intermediate input gear, the first intermediate output gear, the second intermediate input gear and the second intermediate output gear are sequentially arranged at intervals.
4. The vehicle driveline of claim 1, wherein the two motor output shafts are disposed opposite and off-axis in a first direction;
the intermediate input gear and the intermediate output gear of one of the transmissions are defined as a first intermediate input gear and a first intermediate output gear, and the intermediate input gear and the intermediate output gear of the other of the transmissions are defined as a second intermediate input gear and a second intermediate output gear, wherein:
in the first direction, the first intermediate output gear, the first intermediate input gear, the second intermediate input gear, and the second intermediate output gear are sequentially arranged at intervals; or,
in the first direction, the first intermediate output gear, the first intermediate input gear, the second intermediate output gear and the second intermediate input gear are sequentially arranged at intervals.
5. The vehicle driveline of claim 1, wherein the two motor output shafts are disposed opposite and coaxial in a first direction;
the two intermediate transmission gear structures are at least partially overlapped, each intermediate transmission gear structure comprises an intermediate shaft, an intermediate input gear and an intermediate output gear, the intermediate input gear and the intermediate output gear synchronously rotate through the intermediate shafts, the two intermediate shafts are all arranged in parallel with the motor output shaft, at least part of projections of the intermediate shafts are overlapped in the direction from the motor output shaft to the power output shaft, the projections of the two intermediate input gears are partially overlapped in the extending direction of the intermediate shafts, and the intermediate input gear of one transmission mechanism and the intermediate output gear of the other transmission mechanism are positioned on the same side in the first direction.
6. The vehicle driveline of claim 2 or 5, wherein the countershaft is a split structure, a first portion of the countershaft being integrally formed with the intermediate input gear and a second portion of the countershaft being integrally formed with the intermediate output gear, the first portion of the countershaft being splined to the second portion of the countershaft.
7. The vehicle driveline of claim 1, wherein the two motor output shafts are disposed opposite and coaxial in a first direction;
the two intermediate transmission gear structures are at least partially overlapped, each intermediate transmission gear structure comprises an intermediate shaft, an intermediate input gear and an intermediate output gear, the intermediate input gear and the intermediate output gear synchronously rotate through the intermediate shafts, the two intermediate shafts are coaxially nested, the two intermediate shafts are defined as a first intermediate shaft and a second intermediate shaft respectively, the first intermediate shaft is provided with a through hole, the second intermediate shaft penetrates through the through hole, the two intermediate input gears are defined as a first intermediate input gear and a second intermediate input gear, the two intermediate output gears are a first intermediate output gear and a second intermediate output gear, the first intermediate input gear and the first intermediate output gear are synchronously connected through the first intermediate shaft, and the second intermediate input gear and the second intermediate output gear are synchronously connected through the second intermediate shaft.
8. The vehicle driveline of claim 7, wherein the first intermediate input gear and the first intermediate output gear are located between the second intermediate input gear and the second intermediate output gear, a needle bearing is provided between the first countershaft and the second countershaft, a first thrust bearing is provided between the first intermediate input gear and the second countershaft or the second intermediate output gear, and a second thrust bearing is provided between the first intermediate output gear and the second countershaft or the second intermediate input gear.
9. The vehicle driveline of claim 7, wherein the first intermediate input gear and the first intermediate output gear are located on the same side of the second countershaft in a first direction, the second intermediate output gear and the second intermediate input gear are located on the other side of the second countershaft in the first direction, the first intermediate input gear and the second countershaft have a first thrust bearing therebetween, the first intermediate output gear and the second countershaft have a second thrust bearing therebetween or the second intermediate output gear and the second countershaft have a second thrust bearing therebetween.
10. The vehicle driveline of claim 1, wherein the two motor output shafts are disposed perpendicular to the first direction, the two motor output shafts being disposed on the same side of the two transmissions, and in the first direction, the two intermediate shafts and the two power output shafts are disposed between the motor output shafts, the two intermediate shafts being disposed in parallel in the first direction, the axes of the two power output shafts being disposed coaxially, and the two power output gears being disposed in opposition.
11. The vehicle driveline of any one of claims 2 to 10, further comprising a housing;
at least one drive mechanism includes at least a set of suit structure, suit structure includes supporting part, suit bearing and drive gear, drive gear is in motor output gear the power take off gear in, middle output gear and in the middle input gear at least one, drive gear has the installation cavity, at least part the suit bearing is located in the installation cavity, drive gear passes through the suit bearing support in the supporting part, the supporting part is the bulge of casing or the supporting part with casing fixed connection.
12. A vehicle driveline according to any one of claims 2 to 10, wherein at least two of the motor output shafts, two of the power output shafts, one of the intermediate shafts are opposed and correspondingly coaxially disposed, and the final gear on at least one of the coaxially disposed shafts has a first mounting cavity, the driveline including a first bearing, at least part of the first bearing being located in the first mounting cavity, and the end of the other coaxially disposed shaft being supported by the first bearing.
13. A vehicle powertrain system, comprising:
a vehicle driveline system according to any one of claims 1 to 10; and the number of the first and second groups,
and the driving motor is connected with the motor output shaft or the motor output shaft is the output shaft of the driving motor.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210159507.6A CN114290885A (en) | 2022-02-21 | 2022-02-21 | Vehicle power transmission system and vehicle power system |
| CN2022101595076 | 2022-02-21 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115593205A true CN115593205A (en) | 2023-01-13 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210159507.6A Pending CN114290885A (en) | 2022-02-21 | 2022-02-21 | Vehicle power transmission system and vehicle power system |
| CN202211244426.2A Pending CN115593205A (en) | 2022-02-21 | 2022-10-11 | Vehicle power transmission system and vehicle power system |
Family Applications Before (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210159507.6A Pending CN114290885A (en) | 2022-02-21 | 2022-02-21 | Vehicle power transmission system and vehicle power system |
Country Status (6)
| Country | Link |
|---|---|
| US (1) | US20230264566A1 (en) |
| EP (1) | EP4091851A4 (en) |
| JP (1) | JP2023522814A (en) |
| KR (1) | KR20230126180A (en) |
| CN (2) | CN114290885A (en) |
| WO (1) | WO2022207011A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114290885A (en) * | 2022-02-21 | 2022-04-08 | 浙江吉利控股集团有限公司 | Vehicle power transmission system and vehicle power system |
Family Cites Families (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2013108604A (en) * | 2011-11-24 | 2013-06-06 | Aisin Seiki Co Ltd | Vehicle driving device |
| DE102011056047B4 (en) * | 2011-12-05 | 2024-07-04 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Drivetrain of a purely electric all-wheel drive vehicle |
| BE1024269B1 (en) * | 2016-06-08 | 2018-01-15 | Punch Powertrain Nv | ELECTRIC DRIVE, TRANSMISSION, AND VEHICLE |
| FR3053007B1 (en) * | 2016-06-28 | 2019-08-23 | France Reducteurs | TRANSMISSION, IN PARTICULAR FOR ROLLER, AND ROLLER EQUIPPED WITH SUCH TRANSMISSION |
| JP2019158119A (en) * | 2018-03-16 | 2019-09-19 | 本田技研工業株式会社 | Shaft arrangement structure of electrically-driven unit |
| CN208232814U (en) * | 2018-04-04 | 2018-12-14 | 精进电动科技股份有限公司 | A kind of vehicle dual power source double drive assembly |
| CN109318697A (en) * | 2018-10-26 | 2019-02-12 | 蔚来汽车有限公司 | Dynamical system, vehicle, control system and the control method of vehicle |
| JP2020143715A (en) * | 2019-03-05 | 2020-09-10 | アイシン・エィ・ダブリュ株式会社 | Drive transmission device for vehicle |
| CN212455431U (en) * | 2020-05-26 | 2021-02-02 | 蜂巢传动科技河北有限公司 | Speed reduction mechanism, transmission case, and drive device |
| US11440513B2 (en) * | 2020-06-04 | 2022-09-13 | Bendix Commercial Vehicle Systems, Llc | Parking brake for an electric vehicle with multi-speed gearbox |
| CN215284326U (en) * | 2021-05-20 | 2021-12-24 | 长城汽车股份有限公司 | Torque transmission system and vehicle |
| CN113513572B (en) * | 2021-05-31 | 2024-07-02 | 蜂巢传动科技河北有限公司 | Speed reducer for vehicle and vehicle with same |
| CN114290885A (en) * | 2022-02-21 | 2022-04-08 | 浙江吉利控股集团有限公司 | Vehicle power transmission system and vehicle power system |
-
2022
- 2022-02-21 CN CN202210159507.6A patent/CN114290885A/en active Pending
- 2022-05-18 EP EP22738525.9A patent/EP4091851A4/en active Pending
- 2022-05-18 WO PCT/CN2022/093642 patent/WO2022207011A1/en unknown
- 2022-05-18 KR KR1020227029018A patent/KR20230126180A/en not_active Application Discontinuation
- 2022-05-18 JP JP2022547858A patent/JP2023522814A/en active Pending
- 2022-07-28 US US17/876,233 patent/US20230264566A1/en active Pending
- 2022-10-11 CN CN202211244426.2A patent/CN115593205A/en active Pending
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| EP4091851A4 (en) | 2024-04-24 |
| JP2023522814A (en) | 2023-06-01 |
| WO2022207011A1 (en) | 2022-10-06 |
| KR20230126180A (en) | 2023-08-29 |
| CN114290885A (en) | 2022-04-08 |
| EP4091851A1 (en) | 2022-11-23 |
| US20230264566A1 (en) | 2023-08-24 |
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Effective date of registration: 20240605 Address after: No. 99, Beihui Road, Huishan Industrial Transformation Cluster, Wuxi City, Jiangsu Province, 214181 Applicant after: Wuxi Xingqu Technology Co.,Ltd. Country or region after: China Address before: No. 99, Beihui Road, Huishan Industrial Transformation Cluster, Wuxi City, Jiangsu Province, 214181 Applicant before: Wuxi Xingqu Technology Co.,Ltd. Country or region before: China Applicant before: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. |